.

IN THE
WORKSHOP
by Duplex
46-The Dial Thread Indicator

H O S E whose experience goes back for

some years will remember that the recognised method of ensuring correct engagement of
the clasp-nut, when screwcutting, was to use the
lathe tailstock as a back-stop for the saddle, and
to mark the mandrel carrier plate and the leadscrew with chalk lines to indicate the relatively
correct positions of the work and the leadscrew.
In this way, if care was taken, the clasp-nut
could be closed at the right moment, when taking
a succession of cuts over the work, without
danger of cross-threading; that is to say,
cutting a second thread on top of the first when
the thread pitch is not a multiple of that of the
leadscrew.
Nowadays, the fitting of a dial thread indicator
to even the less expensive lathes has rendered
these elaborate precautions unnecessary, and
chalk marks and a saddle stop are apparently.

Fig. I. Modified Myford thread indicator

Fig. 2. The component parts of the thread indicator

367

.
THE MODEL ENGINEER
now seldom used by newcomers to lathe work.
Before dealing with the construction of this
device it may be as well to describe its manner
of working and its method of use.
Clearly, if the screw thread to be cut is a
multiple of the 8 t.p.i. leadscrew, that is to say
16, 24, 32 and so on, then the clasp-nut may be
engaged with any thread of the leadscrew, with
the knowledge that the tool will register with the
work thread on all occasions when a series of cuts
is taken.
Should, however, a thread of, say, 12 t.p.i.
have to be cut, then the work will make 1-1/2 turns
for each revolution of the leadscrew, or three

SEPTEMBER 22, 1949

The easiest way, perhaps, to understand the

method of using the indicator is to find the
shortest linear distance which will contain
exactly a whole number of threads cut on the
work.
Thus, for an odd-numbered thread such as
II t.p.i., which has 5-1/2 threads in each half inch
of its length, a full inch is required, corresponding
with a half turn of the indicator dial and denoted
by either pair of diametrically opposite graduations . Similarly, a half-thread, such as 11-1/2 t.p.i.,
will require two whole turns of the leadscrew to
ensure correct re-engagement of the clasp-nut ;
this, of course, corresponds with two turns of the
dial as indicated by any one
division line.
In the same way, any
even-numbered thread is
wholly contained in a halfinch, and so any division
on the circular scale will
show when the clasp-nut
can be closed.
As has
already been stated, the
clasp-nut can be engaged
at 1/4 in. intervels on the
leadscrew for threads, such
as 12 t.p.i., which are diviA
sible by 4, but to avoid
confusion it is customary
to divide the dial into four
main divisions only, to and
to make use of these for all
even-numbered
threads.
Nevertheless, in the case
of a square-thread leadscrew
where engagement of the
clasp-nut is rather more
difficult than when a Vshaped or Acme thread is
used, it may be found an
advantage to subdivide the
dial into sixteen divisions,
denoted by short lines, to
enable the clasp-nut to be
more readily engaged during
Fig. 3 . Working drawings of
ordinary turning operations.
indicator parts
To recapitulate, when
screw cutting, take the
least linear distance that will contain a whole
turns of the work for every two turns of the
number of work threads and use the appropriate
leadscrew ; therefore, were the clasp-nut endial divisions corresponding to 2 in., I in., or
gaged successively with each leadscrew thread,
1/2 in. as the case may be.
the resulting thread on the work would be
Although it is customary to number the
alternately correctly cut and cross-threaded.
divisions on the dial, this is hardly necessary and
From what has been said, it will be evident
that in the above instance some means is required may even be confusing ; for the great majority
of threads cut are even-numbered and any of
for determining with certainty the exact point at
the longer lines will then serve ; in the case of
which the clasp-nut can be engaged with the
alternate threads of the leadscrew. This, and an odd-numbered thread, two opposite lines
should be marked with the grease pencil, and
more, is exactly what the thread indicator is
for cutting a half-thread a single division is
designed to do.
similarly marked.
Where the leadscrew has 8 threads to the inch,
the pinion engaging with it and driving the
The Myford Thread Indicator
indicator dial usually has 16 teeth ; this means
As a result of having fitted new indexes to the
that one complete turn of the dial corresponds
feedscrews of a friends lathe, we were asked
to a distance of 2 in. on the leadscrew or to
2 in. of saddle traverse along the work. More- to alter the thread indicator ; the graduation
lines were to be more finely cut to be in keeping
over, as the dial has four main divisions, these
with the new indexes, and their number increased
graduations will indicate a distance of 1/2 in. on
to sixteen.
the work or leadscrew.

368

THE MODEL ENGINEER

-REMOVE. FIBRE WASHERS TO SET
INDEX LINE
/

LATHE SADDLE VIEWED FROM

TAILSTOCK

Fig. 4. The Myford-Drummond thread indicator

When the indicator had been dismantled it was
decided to rebuild it, at the same time making the
zero setting readily adjustable without the use
of fibre spacing washers.
This adjustment was provided by fitting the
driving pinion on a plain shaft where it was
frictionally held by means of a clamp-nut. In
passing, it may be noted that, as the spindle
carrying the dial at its upper end is quite free
to turn in its bearings and is subjected to very
little wear, all that is required by way of lubrication is to apply some thin grease at the time of
assembly ; in fact, oil is best avoided in this
situation, as it tends to seep on to the surface of
the dial and obscure the graduations.
The reconstructed indicator is seen in position
in Fig. I, and its component parts are illustrated
in Fig. 2.
The body is first machined by mounting it on
a stub mandrel and boring out the upper end to
a diameter of 3/8 in. and to a depth of 17/32 in. At
the same time, the upper end is faced and the
external surface of the head machined, as will
be seen in Fig. I. The work is then reversed on
the mandrel and the lower end is also bored
3/8 in., but to a depth of 7/16 in.
To complete the work on the body, the lug
bearing the index mark should be carefully
filed flush with the surface of the boss provided
for the attachment bolt, and the filed surface is
afterwards painted to match the rest of the body.
The cap-piece, Fig. 3 (A), is machined from a
length of I in. diameter round mild-steel to the
dimensions given.
The material is gripped in the chuck and the
spigot is turned to a firm press fit in the upper end
of the body.
The bore is formed centrally by first drilling

SEPTEMBER 22, 1949

with a centre drill having a body 1/4 in. in diameter;
and the body portion is entered in the work for
at least 1/8 in. This is to give a true bearing for
the 1/4in. D-bit which is used to finish the bore
after an A-size drill has been fed in for a depth
of 7/8 in.
After the capping has been parted-off slightly
in excess of the finished length, it is reversed in
the four-jaw chuck and set with the bore running
truly with the aid of the test indicator.
The cavity to receive the head of the dial shaft
(B) is then turned with a small, pointed boring
tool, and by reference to the leadscrew index
the work is finally faced to bring the recess to
the exact depth required. As shown in the
photograph, Fig. 2, the bore is countersunk or
counterbored for a short distance to provide
clearance for the neck of the dial spindle.
An alternative method of boring and recessing
the capping, and one which will more readily
ensure concentricity, is to defer the boring
operation until after the part has been turned on
its external surface and parted-off. The work is
now gripped by its spigot in the four-jaw chuck
and set to run truly with reference to its flange ;
the rest of the machining is then carried out as
before.
The index line, which is also apparent in Fig. 2,
is cut on the diameter by mounting a 45 deg.
V-tool on its side at centre height in the lathe
toolpost, and then feeding it outwards almost as
far as the edge of the capping.

Fig. 5. Thread indicator fitted to Drummond lathe

369

THE MODEL ENGINEER

SEPTEMBER 22, 1949

It will be found that a line cut with this tool

ball, less the difference between the two microto a depth of 4 thousandths of an inch will have
meter measurements.
a good appearance.
The next step is to cut the division lines, and
The bushine fitted to the lower end of the dial
it will be seen in the photograph that in this
spindle (B) carries the pinion and is also a
instance the dial has been indexed into sixteen
running fit in the bc r e in the body ; this part is
divisions ; this is to enable engagement of the
clasp-nut to be
shown in Fig. 3
readily made at all
(C), and in Fig. 2
it will be seen
times, but, if preferred, four diviwith the pinion
sions only can be
mounted in place.
cut.
By this construcTo index the
tion, the pinion
sixteen divisions,
is secured to the
a
40-T. wheel is
dial snindle when
secured to the
the clamp-nut is
tail of the mantightened, and at
drel, and mounted
the same time a
on the stud, a
bearing is pro25-T. wheel is
vided in the body
keyed to a 50-T.
for the lower end
wheel so that the
of the shaft.
former
meshes
To make the
with the mandrel
bushing, a length
wheel. a n d t h e
of 1/2 in. diameter
latter is engaged
round mild-steel
by the detent fixed
is gripped in the
to the quadrant.
chuck, and after
diviSixteen
it has been faced
sions are then oband centre-drilled,
tained by indexa No. 13 drill is
Fig. 6. Thread indicator. made for Drummond
ing: from everv
entered to a depth
lathe
fifth tooth of the
of I in. prepara50-T. wheel. The
tory to reaming
backlash in the gears must here be taken up by
the bore to 3/16 in. Both the pinion seating and
means of a suspended weight attached by a cord
the bearing portion are turned, but are left
to the lathe chuck, as previously described.
oversize for finishing at a later stage when
Each line is formed to a depth of 5 thousandths
mounted on the dial spindle. The work is then
parted off a few thousandths longer than the
of an inch by taking three successive cuts, and the
dimension given so that it can be rechucked
four long lines should be made of sufficient length
and the upper surface faced.
to afford easy reading. The lines are, of course,
The dial spindle (B) is made from 3/4 in. diacut towards the centre so that they end sharply.
meter mild-steel gripped in the chuck and
As the head has been turned one thousandth
supported at its outer end by the tailstock centre.
in excess of its reauired thickness. it is now
The machining is quite straightforward, but the
reduced by this amount to impart agood finish
1/4 in. diameter portion should be made a close
to the division lines and, at the same time, to
running fit in the part (A) ; in addition, the head
make it lie exactly flush with the cap.
should be carefully turned to fit the recess in the
After the cap-piece has been pressed into the
capping, so that. although it is free to revolve.
bodv with its index line correctly positioned.
the finished joint line should be hardly visible:
and the pinion has been pressed on to its bushing;
At this stage, the bushing (C) is secured to the
the thread indicator should be assembled with the
spindle by-means of its clamp-nut, but a short
pinion clamp-nut turned finger tight. When one
spacing collar must be fitted between the nut
of the long division lines has been registered with
and the bush to enable both the pinion seating
the zero line on the capping, a toolmakers clamp
and the bearing portion to be turned to their
is applied over pieces of thin card to retain the
finished diameters. By adopting this method of parts in this position. A hole to receive a small
tommy bar, made of 12 gauge wire, is then drilled
machining, the outside diameter of the part is
made truly concentric with the bore.
with a No. 37 drill 5/64in. from the upper
surface of the capping and to a depth of 5/16 in.
After the spindle has been parted-off, it is
With the tommy bar in place, the pinion clampcentred. in the four-jaw chuck and the head is
faced to a thickness one thousandth of an inch in
nut is fully tightened and the end-float of the
spindle in the body is then tested.
Should
excess of its given length to allow for finishing
the end-clearance be found to be excessive, the
later. To ensure that the finished length of the
pinion bushing is mounted on a stub mandrel
head is exactly equal to the depth of the recess
in the cap, the latter dimension can be checked
and the requisite amount is turned off its upper
face.
in the following manner ; put a 3/16 in. diameter
If, on the other hand, there is insufficient endcycle ball in the recess and measure with the
clearance to allow the shaft to revolve freely, then
micrometer the length of the flange of the cap,
a facing cut is taken over the upper surface of the
first directly and then over the ball. The depth
pinion itself when mounted in a similar manner.
of the recess is then equal to the diameter of the

1
,

SEPTEMBER 22, 1949

THE MODEL ENGINEER

Finally, with the tommy bar in place and the
pinion clamp-nut slackened, the pinion is meshed
with the leadscrew to afford a small amount of
working clearance between the teeth ; the bracket
clamp-nut is then tightened to secure the indicator
firmly in place.

3/4DlA
-

II
I1

co the rear face of the saddle apron by means

of the arm (A) which carries the bracket (B) for
holding the indicator body (C). The body in
turn serves as a bearing for the rotating spindle
(D), graduated on its upper surface and carrying
the pinion (E) at its lower end.

DRlLL 1/8"ON ASSEMBLY

OF PARTS C AND D

Fig. 7

The leadscrew is then turned in the forward

direction to allow the clasp-nut to be closed, and,
with the parts in this position, the pinion clampnut is tightened to complete the setting.
Fitting a Thread Indicator to the MyfordDrummond Lathe
The thread indicator made for the Myford ML7
lathe can also be fitted to the Myford-Drummond
lathe by means of a bracket of the form shown in
Fig. 4 designed by the makers.
On taking delivery of a 3-1/2 in. Drummond lathe
some years ago, one of the first additions made
was to design and fit a thread indicator of the
type illustrated in Fig. 5. In the photograph
the tubular leadscrew guard fitted to the right of
the saddle has been removed to give a clearer
view.
Reference to Fig. 6 and to the working drawings
in Fig. 7 will show that the indicator is attached

The arm (A) is formed from a length of 1/2 in.

square mild-steel and is secured to the apron
by two 2-B.A. screws.
The projecting cylindrical portion on which
the bracket fits is drilled to a depth of 3/4 in. and
tapped a-B.A. To allow this part to be expanded by the coned screw (G), thus securing
the bracket in place, the nose is countersunk with
a centre drill, and four longitudinal cuts are made
with a slitting saw.
The bracket (B) is drilled and reamed to render
it a firm sliding fit on the arm, and, in addition,
a 1/2 in. diameter hole is formed to accommodate
the indicator body (C), which is secured in place
by the clamp-screw (F) closing the saw-cut
shown in the drawing.
The body (C) is first turned to an accurate
sliding fit in the bore in the bracket ; it is then
reversed and set to run truly in the four-jaw
(Continued on page 376)
371

THE MODEL ENGINEER

SEPTEMBER 22, 1949

leading from the boiler turret on the left side,

is cut to length, and furnished with a union-nut
and cone for connecting to the steam inlet of
the valve. The right-hand pipe on the valve
also has a union-nut and cone, for connecting
to the union on the brake cylinder. The
exhaust pipe is left open, the end being set so
that the exhaust steam is directed anywhere
between the rails.
The action is as follows. When the drivers
handle is moved to the left, the groove in the
cock-plug moves to the position shown in the
brake on diagram ; steam then passes from
the upper hole, through the groove, to the lower
right-hand bole, thence to the brake cylinder,
pushing down the piston and applying brakes.
Moving the handle to the right, causes the steam
to be cut off, and the groove to connect the two
lower holes ; the steam tben escapes via the
groove and the left-hand hole, through the
exhaust pipe, to the atmosphere. The release
spring pulls the brakes off. Before operating
the brakes for the first time on a run, open the
drain cock, put the handle to the brake on
position, and blow some steam through the cylinder to warm it. The drain valve should be left
open when the engine is standing ; incidentally
the drain cocks on the engine cylinders should be
treated likewise. I always leave them open on
my own engines, when same are dead, just
as in ful!-size practice. Instances have occurred
in more than one running-shed, where an engine
with a leaky regulator valve has been lit up with
the cocks closed. The reverse gear is supposed
to be always in the middle, when the engine is
in the shed ; but what often happened, was, that
in the far-off days before engine-cleaners became
an extinct tribe, one of them would shift the
lever, so that he would better be able to get at the
rods and links, especially with inside cylinders
and valve-gear. Human nature being what it is,
he might probably forget to put it back again.

In

Consequently, when the engine got up steam,

leakage past the defective regulator valve would
accumulate in the cylinders, and presently the
engine would move herself; only a little, true
enough, but it doesnt need much movement to
crush some unlucky wight between the buffers,
or maim a hand or foot under a wheel or amongst
the works. With the cylinder drain cocks
left open, it couldnt happen. Some of the
Stroudley engines had a little snifting valve
under the steamchest, which remained open
when the engine was standing, and automatically
drained away any condensate water. This also
took care of any steam leakage past the regulator,
which was almost unheard of with the Stroudley
type. On the Gladstones, this valve was at
the bottom of the underneath steamchest, alongside the solitary drain cock. Those engines
which had steam sanding-gear, took steam for
same direct from the steamchest via very short
pipes, so we didnt have to wait a month of
Sundays before the sands operated. On the
Billinton engines, steam had to travel all the
way from the valve on the backhead, to the sand
ejectors below the driving wheels, via a 3/8in.
copper pipe ; and by the time it got there, and
the condensate water had been blown out, we
had usually got a start, and didnt want any sand
at all.
Speaking about sanding gear, if anybody wants
to fit a working sander to Doris, it can be done
on the lines described for the Maid of Kent,
only making the parts smaller in proportion ;
personally, I dont think it is worth the trouble
with a small six-coupled engine. I have fitted
one to Grosvenor, but that is only a bit of
swank, to show how much weight a singlewheeler can start, if she is put to it.
Well, all we now need to finish off little Doris,
is the tender brake gear ; and all being well,
Ill deal with that in a final instalment of this
serial.

the W o r k s h o p

(Continued from page

chuck for boring and reaming the bearing for the
spindle (D), and at the same setting the recess
for the head of the spindle is also turned to
ensure concentricity. Finally, the index line is
cut with a V-tool mounted on its side at centre
height in the lathe toolpost.
The machining of the spindle (D) is a straightforward turning and threading operation, and,
following this, the part is reversed in the fourjaw chuck for facing the head to the correct
thickness and cutting the sixteen scale lines in
the manner previously described. Although a
lubricator screw is shown, this as already explained is, perhaps, best omitted.
The sixteen-tooth skew pinion, which is
screwed into place and then secured by a
shouldered lock-nut, was obtained as a standard
fitting from the lathe manufacturers.
The spindle should now be inserted in the
body and clamped in position by placing a
376

371)

washer under the pinion and screwing it down

firmly; a 1/8 in. diameter cross-centre tommy
hole is then drilled right through both the body
and spindle, in order to facilitate locking the
pinion securely on the shaft or dismantling the
parts when required.
The indicator can now be assembled and
attached to the lathe apron. The pinion is
brought correctly into mesh by rotating the
indicator bracket on the arm, and at the same time,
the body is moved backwards or forwards to set
the pinion on the centre-line of the leadscrew.
With the clasp-nut closed and the leadscrew
rotated in a forward direction, a division line on
the dial is set to register with the index line on
the body ; this is effected either by rotating the
body itself or by sliding the bracket along the
arm, but in any case, for the sake of appearance,
the index line on the body should be set to lie
vertically.

P
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